Vintage Airplane - Nov 1980

STRAIGHT

AND LEVEL By Brad Thomas

Our annual Division membership meeting was held during the 1980 EAA Annual Convention at Oshkosh We are pleased to announce that the following ofshyficers and directors were re-elected Brad Thomas President M C Kelly Viets Secretary AI Kelch Morton Lester and Art Morgan as Directors The Board of Directors of the AntiqueClassic Division apprecishyates the interest of the membership and their accepshytance of the guidance and planning the Board conshytinually strives to maintain for the best interests of the Division

The membership was also presented a revised and updated set of by-laws Among the revisions was a provision to change the number of Directors from eight to a maximum of twelve as the need arises Durshy

ing the regular Divi sion Board of Directors meeting that followed the annual business meeting of th e memshybership the Board unanimously voted to receive three new members to our Board of Directors Ron Fritz Bob Kesel and George York were accepted as new directors and duly recognized Each of these gentleshymen is a dedicated EAAer and a hard worker both at the Annual Conventions and all during the calendar year The knowl edge of each is w elcomed by the Division

Ron Fritz was in charge of the AntiqueClassic forums at Oshkosh 80 and is to be complimented for the sucshycess and high quality of the sessions Bob Kesel arshyrives at Osh kosh many days before the Convention starts His guidance is responsible for the planning and set-up of the Division s parking and flight-line areas and he works constantly with Art Morgan to coshyordinate the parking and flight-line safety areas of responsibility George York has been active with the AntiqueClassic Division since its origin His basic duties at Oshkosh have been as a classic aircraft judge co-chairman with Brad Thomas of classic judging and for the past two Conventions as Chief Classic Judge While spending many hours each year with the Antique Classic Division George also devotes many hours toward the Staggerwing Club of which he is the SecreshytarylTreasurer and Newsletter Editor Each of these new directors is at the service of our membership and the officers and directors openly solicit your opinions and suggestions

I would think that the average Division member who attended Osh kosh feels that a year has passed and that a new year begins following the Convention Technically this is true as we hold our annual memshybership meeting during the Convention where the membership present can participate So with the beshyginning of the Division year we look forward to the future as we begin to formulate plans to improve our image and expand our membership

Over the past few years we have grown in membershyship in small increments each year but we realize that we are still missing those hundreds of antique and classic restorers pilots and owners and other intershyested persons who have not been reached We Divishysion members know what the AntiqueClassic Divishysion can and does offer its membership Paul Pobershyezny Publisher and Gene Chase Editor of our Th e VINTAG E AIRPLANE bring us this superb monthly pubshylication that none other can touch We would like very much to expand the contents of Th e VINTAGE AIRPLAN E add pages and bring to you additional arti shycles of interest and newsworthy information of the activities of the membership

To make these important changes requires first of all an increase in our membership of about 75 Imshypossible Not at all Lets look at some basic computashytions made following Oshkosh 79 Of those antique aircraft registered only 49 were members of our Division of the classic aircraft registered only 24 were members of our Division For those of us who receive Th e VINTA G E AIRPLANE magazine and realize the benefits of our Division this appears unbelievable and rightly so Where have we failed to reach these many hundreds of potential members

We plan to communicate with those who attended the 1980 Annual Convention This information is availshyable and the results should be jJromising but what about those who do not attend Oshkosh those who have joined an AntiqueClassic Division chapter yet are not members of the Division those who have an interest in own or fly antique and classic aircraft and are members of an EAA Chapter yet have not joined EAA or the Division These are the people who we need to contact and explain how Division membershyship can add to their enjoyment of restoring and flyshying the old planes And reading the articles in the magazine about aviation history and learning what our members are doing in various parts of the U SA and overseas countries We know of no clear-cut

method to reach these potential members If any of you have any suggestions they would be most welshycome Please dont hesitate to contact any of the Divishysion Officers or Directors

It is human nature that when something is good exciting interesting and beneficial we all want to jump on the bandwagon But how do we learn about these good deals Probably through a basic method of communication which could be advertising the news media or simply by word of mouth Who knows better than most of us that John Doe does exceptional work on engine overhauls or paints an aircraft in a superior manner to others or is thorough and reashysonable when performing an aircraft manual Service and quality brings customers to a business and who knows better than the satisfied customer

One of the best known methods of communicashytion is word of mouth by satisfied customers If we the members of the Division go out and contact other possible members at our local airports chapter meetshyings and fly-ins we can explain the benefits the Divishysion has to offer them Take along a few back issues of Th e VINTAGE AIRPLANE for them to browse through and explain to them what our Division is and what it represents The results could be surprising If you need assistance or advice each of the Division offishycers directors and advisors is at your disposal

(Photo by Gene Chase)

Bill Turner with microphone answers questions concernshying his Gee Bee Model Z replica at Oshkosh 80 Paul Stephenson is the interviewer at th e AntiqueClassic Inshyterview Circle

Editorial Staff

Publisher Paul H Poberezny

Editor Gene R Chase

Associate Editors H Glenn Buffington Edward D Williams Byron (Fred) Fredericksen Lionel Salisbury Readers are encouraged to submit stories and photographs Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRmiddot PLANE during the current year Associates receive a bound volume of THE VINTAGE AIRmiddot PLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Diredors

Claude l Gray Ir Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd PRESIDENT

Northridge CA 91324 Milwaukee WI 53216 W BRAD THOMAS JR 21334~1338 414442-3631

301 DODSON MILL ROAD PILOT MOUNTAIN NC 27041 Morton W leste r Richard H Wagner

PO Box 3747 PO Box 1619191368-2875 Home Martinsville VA 24112 lyons WI 531 46 9191368-2291 Office 703632middot4839 414763middot2017

VICE-PRESIDENT Dale A Gustafson John R Turgyan JACK C WINTHROP 7724 5hady Hill Drive 1530 Kuser Road

ROUTE 1 BOX 111 Indianapoli s IN 462 74 Trenton NI 08619 317293middot4430 609585-2747 ALLEN TX 75002

AI Kelch 2141727-5649 66 W 622 N Madison Avenu e Cedarbur g WI 53012SECRETARY

414377middot5866 M C KELLY VIETS

7745 W 183RD ST Advisors STILWELL KS 66085

John S Copeland Gene Morris Robert E Kesel913681-2J03 Home 9 Joanne Drive 27 Chandelle Drive 455 Oakridge Drive

9131782-6720 Office Westborough MA 01581 Hampsh ire Il 60140 Rochester NY 14617 617366-7245 312683middot3199 716342middot3170 TREASURER

E E BUCK HILBERT Stan Gomoll Ronald Fritz George S York 1042 90th lane NE 2696 Roosevelt Sl 181 Sloboda Ave PO BOX 145

Minneapolis MN 55434 Conklin MI 49463 Mansfield O H 44906 UNION IL 60180 6121784-1172 6161453middot7525 41 952~4376

815923-4591

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by fAA AntiqueClassic Division Inc and is publ ished monthly at Hales Corners Wisconsin 53t30 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and addilional mailing off ices Membership rales for EAA AntiqueClassic Division Inc are $1400 per 12 month period of which $1000 is for the publication of THE VINTAGE AIRPLANE Membersh ip is open to all who are interested in aviation

Ttit= VI~TAR AII2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION PO Box 229 Hales Corners WJ 53130

CopyrighfC 1980 EM AntiqueClassic Division Inc All Rights Reserved

NOVEMBER 1980 VOLUME 8 NUMBER 11 (On The Cover 1931 Curtiss Wrigh t CW-l Junior pride and joy of Barbara Kitchens Milner Georgia Barbara husband Bob and kids live in a beautiful country home complete with their own airstrip (backshyground) Photo by Gene Chase)

(On The Ba ck Cover The top of Charles Lindbergh s head can be seen in the rear cockpit of this unusual American Eagle Model 101 ts one of the few manufactured with balanced ai lerons Picture filken during Lindberghs visit to Kansas City August 17-18 1927 on his tour of the US Photo Courtesy of Claude Gray)

TABLE OF CONTENTS Straight and Level by Brad Thomas 2 AC News by Gene Chase 4 Air Racing by Joe Baechle 5 Kelchs 1980 Turkey Day Fly-In by Gene Chase 6 More on the Kemp Gray Eagle Engines by l W Davis 8 Dan Neuman s Short-Lived Airline by Gene Chase 15 William A Patterson Aviation Pion eer by Lee M Williams 16 Plans for the Gere Sport Biplane by Dou glas Rolfe 20 Letters To The Editor 26

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2200 Includes one year membership in the EAA Antique

Classic Division 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in the Experimental Aircraft Association and separate membership cards SPORT AVIATION magazine not included

o EAA MEMBER - $1400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Applicant must be current EM member and must give EAA membership number)

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MUSEUMS AERONCA C-3 RESTORATION

In December of 1963 an Aeronca C-3 NC16291 was donated to the EAA Air Museu m Foundation by Ken Cook and Fred Sanlader of Milwaukee Wisconsin Many will recall it as the yellow Aeronca with the colorful wood duck emblem painted on both fuseshylage sides

Early in 1977 two EAA members Jim Murphy and John Houser who are employed by the Engineering Department of Aeronca in Middletown Ohio offered to restore the plane along with other employees in the Aeronca plant They picked it up in April of that year and began a restoration program to return the plane to its factory original configuration

They had hoped to return the plane to the Museum in 1978 to help commemorate the 50th anniversary of Aeronca Inc but for many reasons suffi cient time could not be devoted to the project to meet that schedshyule The plane was completed in the Spring of 1980 and arrangements were made to fly th e like-new C-3 to Oshkosh 80 for an official pres entation to the Museum

On August 1 Jim Murphy in the C-3 and EAA memshyber Bob Hollenbough flying chase in a Cessna 172 departed for Oshkosh About 10 minutes from Andershyson Indiana their first planned refuel stop the Aeronca was observed to slowly spiral into the ground Jim was dead at the scene and all indications point toward pilot incapacitation prior to the crash

At the requ est of the Museum Jim Mahoney Presishydent of Chapter 226 in Anderson Indiana and other chapter members retrieved the wreckage and proshyvided temporary storage at the Anderson Airport in Jim s hangar

After learning of these unfortunate circumstances Russ Borton President of EAA Chapter 304 in Jackshyson Michigan made a proposal at a chapter meeting that they undertake the rebuilding of the Aeronca C-3 for the Museum The decision was unanimous and on September 6 the plane was transported to Chapshyter 304 facilities at the Jackson Airport

Restorati on work was started the following day and the Chapter has schedu led the project for compleshytion and delivery to the Museum at Oshkosh 81

Although the plane was badly damaged in the crash the members feel they can handle the complete resshytoration except for the ailerons Other items which must be replaced are the flyinglanding wires and the propeller for the Aeronca E-l13C engine

Anyone knowing of ailerons wires or a propeller which would be available for the completion of this aircraft are asked to please contact the Museum at P O Box 469 Hales Corners WI 53130 Telephone 414425-4860

Chapter 304 members have proven their ability at aircraft restoration by taking home the Oshkosh 80 Contemporary Age Award with th eir beautiful Portershyfield LP-65 When the Aeronca C-3 rolls out of their shop we know it wi be another trophy winner

CUB SERVICE BULLETINS

Ken Williams EAA 10866 has copies of the original factory service bulletins in the original book form for a Piper Cub airplanes including the Taylor E-2 Copies are available for $1000 each from Ken at 331 East Franklin Street Portage WI 53901

THE SOUTHERN CROSS Will FLY AGAIN

Colin C Baird EAA 70855 from East Malvern Vicshytoria Australia sent a brochure describing a most ambitious project currently underway in Adelaide A full flying replica of this magnificent Fokker-Trimotor is being built at a cost of over $300000 Of this amount $150000 has been provided by the Australian Governshyment and the balance is to be raised by publi c donashytions

The Southern Cross is Australia s most famous airshycraft Hi story buffs know it as the plane which Sir Charles Kingsford Smith flew from the United States to Australia in June 1928

The incentive to donate to the replica project is the receipt of a special numbered flight priority certifishycate for each $25 contributed This certificate gives the bearer a priority over the general public for obtaining a flight in the plane when it tours the counshytry upon completion It is currently es timated that flights in the trimotor wi cost less than $30 and the demand for seats wi be great

We wish our friends from down under much sucshycess in the ir replication of Smithys Old Bus

1M

4

bull bull all ~aclng THE BOYHOOD DREAM PRESERVED

by Joe Ba echle AMERICAN AIR RACING SOCIETY

P O Box 121 South Euclid OH 44121

Ph oto Courtesy of th e Auth or

If you were lucky enough to be a boy in Cleveland in the 1930s you could get out to the air races by street car You could then walk down Brookpark Road to where one of the pylons was located and stand there all day completely absorbed in th e thrilling display of aircraft Of course a week before the races began I was out there every day inside the airport going from hangar to hangar watch ing for the racers as they arrived

I saw Harold Neumann drive up with the Folkerts SK-1 Matilda on the trailer I watched Benny Howshyard doping tape on the landing gear struts of Mike and hearing someone say to him Thats not a race horse You dont have to wrap its legs I saw Harry Crosby with his CR-4 pulled up on a chain hoist workshying on his retractable landing gear I was out on the field when Marion McKeen came in low over our heads and made a belly landing when his retractable gear didn t come down And I was out on the field watchshying Harry Crosby very late in the afternoon trying to get in his qualifying flight before time ran out I talked to lee Williams as he stood beside the disabled Pearson-Williams Mr Smoothie out on the field and he advised me never to design a midwing airshyplane because you couldnt see to land

The memories stayed all these years and in 1971 Rudy Profant and I started the American Air Racing Society Rudy wasn t old enough to see the races of the 30s but he became a prize-winning model airshyplane builder and has been gathering photos films

Earl O rtman and th e Keith Rider R-3 M arcoux-Bromberg Sp ecial which Rudy Profant saved for twenty years from p oss ibl e d es truction

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and drawings for twenty years His biggest piece of information was the Keith Rider R-3 Marcoux-Bromshyberg Special which he bought and saved from posshysible destruction for many years last year i t was acquired by the Bradley Air Museum through funds provided by Pratt amp Whitney The Twin Wasp Jr enshygine in the R-3 is one of only two remaining of that particu lar type

The purpose of the Society is to preserve as much information as possi ble concerni ng the raci ng ai rshycraft of the 1929-1939 period This information is then distributed to our members through our bi-monthly Newsletters A great deal of our research is represhysented in the excellent 34 scale three view drawshyings by Bill Kerka a chapter member who is Associshyate Professor of Engineering at Cleveland State Unishyversity Bill had measured and made notes of several of the racers when he was one of the lucky boys going out to the Cleveland Airport His notes plus studying the thousands of photos in Rudys files reshysulted in his producing thirty-three drawings to date We consider them to be the most accurate and authenshytic drawings around He sent his drawings of the Wittshyman racers to Steve Wittman for verification and checked with other available sources on other planes before finalizing his work

In 1971 we saluted Bill Turner and made him our first honorary member for being the first to build a replica of one of the racing airplanes of the 30s At that time I started to build a non-flying replica of the

Miles amp Atwood Special winner of the first Greve Trophy In 1975 my son and I hauled it to Oshkosh and put it on display to advertise the American Air Racing Society In 1977 Rudy and I brought air racing movies to Oshkosh and showed them at an evening program The Society is now in its ninth year and has members all over the United States All the race plane pilots of the 30s are Honorary Members and receive our Newsshyletter

Bill Turner who with Ed Marquart has built the Brown Miss los Angeles and the Gee Bee Model Z is now planning to build the Hall Springfield Bullshydog At a meeting we had in August 1979 Turner was there having brought the Model Z to Cleveland for display at the Cleveland Air Show He and Bob Hall had a long discussion and the Bulldog project became irresistable What a great addition this will be to preserving the history of the Golden Age Two of our members are building Gee Bee Model Ys two are considering building Gee Bee Model Ds one is planning to build the Keith Rider R-4 Firecracker Bill Barnes is in the process of restoring the Travel Air Mystery Ship which was the second built and which was re-acquired by the Barnes family after many years of being in the movie business There were several others planned by various members but we have reshyceived no reports for several years

For information about the Society write to American Air Racing Society P o Box 121 South Euclid OH 44121 5

KELCHS 1980 TURKEY DAY

FLY-IN Story and Photos by Gene Ch ase

Visitors from as far away as Florida California and Illinois attended this unique event hosted annually by AI and Lois Kelch at their beautiful country home and private landing strip near Cedarburg Wisconsin on September 7 The weather was great at the fly-in site however rain and thunderstorms in the surshyrounding areas kept the people and plane attendance down as compared with last year

Even at that 150 people arrived in 35 planes and several autos and consumed 7 turkeys many pounds of potato salad beans and dozens of ears of sweet corn Antiques and class ics lin ed up on th e beautifully manicured grass at Kelch s

The accompanying photos will tell more of the story

Airplanes are parked everywhere Th e Staggerwing is a 1935 Model B 17L sin 30 owned by Tom Rench Racine Wisconsin This is th e oldest Beechcraft flying

Left to right - Bill and Troy Dodd from Prairie View Illinois Steve Willman Oshkosh Wis consin and Callan H odges from Frostproof Florida enjoying th e Kelch s hospitality

6

Left to right - Dorothy Wittm an Oshkosh Wiscons in hostess Lois Kelch Steve Wittshyman Oshkosh Sa ra Gray Northridge Ca lifornia and Doroth y Chase H ales Corners Wisconsin

Awa i ting chow ca ll

AI Kelchs lates t is this Taylor E-2 Cub on which he has mounted a 45 hp Sa lmson enshygine When the res toration is completed it will look like the prototype Cub The plane is li censee Experimental

~

~~~~~

Dick Martin and family have plent y of altitude over the end of Kelch s 7 700 strip after take-off in th eir H oward DGA-1 5P as th ey heat for home at Green Bay Wisconsin

7

~_____________ 4IIt

K~mp motors -------------shyMORE ON THE KEMP GRAY

EAGLE ENGINES b y L W Davis

6007 South 700 Wes t Murray UT 84 707

Model G-2 Propeller Side Complete equipment and oak mounting base 5x22 inches furnished with this motor

The article on Kemp engines which appeared in the March 1980 issue of Th e VINTAGE AIRPLANE is a fine addition to the history of early American ai rcraft enshygines and needs little to be added However the part played by Robert W Roof in the design and construcshytion of the earlier models might be of interest

Bob Roof was an engineer who also had a small shop in Muncie Indiana in the 1909-1910 period In 1909 he filed for a patent on a combination valve for

gas engines which was granted in the Spring of 1911 The valve mechanism was designed primarily for autoshymobile use but in a slightly modified form was used in the early Kemp airplane engin es

Before his death about twenty years ago the writer was in contact with Harvey G Kratzer brother-in-law to George W Kemp owner and manager of the Kemp Machine Works at Muncie Harvey Kratzer started working for Kemp in 1909 and continued until 1917 when he went to the Naval Gun Factory Th en he came

back to Muncie from 1920 until 1940 when he went back to the Gun Factory

After World War I he returned again and was evishydently working there when Kemp di ed in 1949 He continued working there after the shop became the B-K Machine Co evidently owned and operated by Basil Bentz and continued to work there almost to the time he di ed in 1958 as I remember Harvey never found any drawings of th e engines and th e oniy parts he came up with was th e valve cage shown in the

8

photo on another page He remembered quite a few things but had difficulty tying changes to exact time etc _- - - ------- Ktmp motoS -- -- ---- -----

Kratzer was already working in the shop before the airplane engine idea was taken up His statement of even ts ran abou t as follows

About 1909 George Kemp became quite interested in airplanes and by 1910 he had gathered considerable material and planned to build a plane Then one day Bob Roof ca me into Kemp s shop and was showing them the new valve he had invented Kemp became quite interested with the result that Kemp and Roof decided to build engines and Kemp dropped his airshyplane idea altogether

In some of his later advertising Roof claimed to have designed the first engine This is probably true although Kemp may have had some input Anyway the first engi ne was designed probably in the Fall of 1910 and the first engine produced probably during the winter Kratzer stated that when casti ngs and mashyterial had been assembled Roof closed up his shop and started working at Kemp s blocking and machining cran kshafts and Kratzer got the cyli nder job

From that point the story goes pretty much as told the first engine being sold to Dennis who made a few hops with it Engine Model A Number 9 30 hp at 850 rpm is now in the collection of the Oregon Historical Society in Portland Oregon This is probably the engine sold to D D Huddleston of Salem Oreshygon in June 1911

It seems that the R O Rubel Jr amp Co of Louisshyville Kentucky became sales agents very early on They advertised the engines as their own and tacked on the G ray Eagle name which they were already using on some planes they were se lling Later when Rubel dropped out of the picture in 1913 the Gray Eagle name was dropped

The first engines had a 4 inch bore which was soon increased to 4 inches and with ports cut in the cylinshyder walls to increase th e power Con necti ng rods were cast of aluminum bronze as were the first humpshybacked rocker arms The rockers showed rapid wear so they were replaced with steel which could be hardened The first engines had a round bottom crankshycase and no oil pump and no breathers Later the small Oberdorfer oil pump was added as shown in the photo of the 1-4 At least the first engine had a brass intake manifold but all later ones had aluminum The first engines also had rather large inverted T shaped mounting brackets but these were also changed The cyli nders were machined from semi-steel cas tings Sch ebler carbu retors were also used

What beats me is the installation of Roof valves on an 1-4 engine as shown in the article In my catalogs the 1-4 is shown with conventional valves and not the concentric combination valve designed by Roof Also the crankcase is not the same as what is shown as the 1-4 The only engine shown in my catalogs with the concentric valves is the Model D-4 which I believe was a 1912 engine and was the last one with the comshybination valve From what I see the engine shown is a mixed-up D-4 It should have a Schebler carburetor too not a Stromberg

Sometime in 1912 Roof evidently decided he could do better elsewhere and went with the Anderson Foundry and Machine Co of Anderson Indiana There he designed the Anderson Diesel Oil engine After Roof left Kemp decided he was not going to pay him for any more combination valves whi ch were used on the 1912 Model D-4 and he came out with the 1-4 shown in the 1913 catalog In the 1913 catalog it is stated

Model 1-4-Camshaft Side

The motors listed in this catalog have several imshyprovements over the 1912 models including a comshyplete new cylinder in which the radiating surface has been increased the compression raised both valves placed in the head and the cooling is accomplished without the use of auxiliary ports

The picture in the catalog bears all this out and shows a new and different lower crankcase quite different from the 1912 D-4

Roof later appears in the Roof Auto Specialities Co which merged with the Laurel Motor Car Co to form the Laurel Motors Corporation of Anderson Indiana Roof was probably best known for his speed equipshyment for racing cars having come out with a 16-valve cylinder head for Model T Fords in 1917 So Kemp quit using the concentric valve and turned to the convenshytional valves seen on the engines at the National Air amp Space Museum and the Crawford Museum in Cleveshyland The Gray Eagle was Roof s only excursion into the aeronautical field as far as I know

9

252

June Ii 1911 253AERO

JU li( f 19U

AERO

GRAY EAGLE MOTORS May Now Be Purchased Direct Froln the Factory

A motor is now offered to the builder and manufact urer of planes at a reasonable prIce that will aClualy deliver the power and efficiency requingtd and a Dumber of them are in daily use Ask the man who owns one A list of users will be furnished on request with new descripliH circular giing full details of their construction Model D-4-35 H P 48500 Model E-G-50 H P $67500 Th~pricefl arefor motors with full equipment which consists of Bosch Magneto Bosch plugs and cables Schebler or Rayfield Carburetor

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The hi story of th e original Gray Eagle engin e ca n be traced through these advershytisements of the time Note the valve arrangement shown in the ad by the R 0 Rubel Jr amp Co in the June 17 1911 aviation magazine AERO and in th e page from th e Rubel catalog of the same yea r And in the ad by the Kemp Machine Works in the Jun e 81912 issue of AERO Compare these with the photo of th e 1-4 4-cylinder engine f rom the 1913 Kemp catalog and you will understand the confusion as expressed by L W Davis in his article

Note also the different designs of th e crankcase as shown in th ese views The 1911 engine appears to have a rounded bottom crankcase while that on the 1912 engine is square shaped and longer And on the 1-4 a sump has b ee n added in the center of th e crankca se

The letter reprodu ced here revea ls the sales promotion methods used by Kemp in his attempts to establish his company as a prim e manufacturer of aviation engines

AERONAUTIC) April 19 12

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1Semp macbine Dorkg -tor anti ~erlal equipment

121 SOUTH PRANKLN aT

THE KEMP MOTOR _undt Jntlbull Pebruary nst t91~THE POWER PLANT BUILT TO PLY

L ~ Ball

934 Kemesaw St Milwaukee Wis

Dear Sir- A few ciR ll ago w wrot you reamp8tding our moto ts an l hope that you havll found the latter and boo J- lt interesting Having the information that you do of our motors you oan aee that) they are goine to play an 1mportlln part in 1913 AmerioRn av1 ) tion

For thll experimenter and huil~er thore i~ still plenty to do and MB Sellers t h e pionellr ohampion of aviation of low power flying i s leading of the Grand March with his Quadruplane experimento using onn of our modlll G- 2 16 Hp two oylinder opposed air oooled motors

Amerioan aviation aotivitieo will double in every phase thia year In Sportsmanship In exhibition lork Soout and Nail servio e Fxperi rnental work eto and the profits will in shyOrelS6 aoo ordingly_ This seJ sion of oongrosfJ will probably make a larg~ appropriation for avia tion with a oonBid~rBblo stipulation for new planes whioh will give the prog ressive designer and buil~ er a good opportunity to to get in on some good government oontaaot

In whiohevar phaa 6 you direot your efforts it will be well t o remember that Thegovernroent planllB this enr will be equipped with Amerioan mad) motors and that air oooled motors are prerered Kemp motors are the only distinoUvely suooessful non rotary ai r oooled motors made in Amerioa 1913 Aviation will de shymand longllr flights greater speed and mor) papoundwenger oapllOi ty The worlds endUranoe rooord is held by the Renault motor a motor of tne Kemp type rne greaest speed is attainable with our motors as they embody 1Jl6 minimum of nead resistano e per horese power With the saving in weight of gasoline radiator waer pumps eto greater passenger oapacity is easy with Kemp motora In aot everythinB pon t s with favor t o Kemp mgttors and fe oorwtllly invite you to Bet on tile land Wagon and enjoy the prOBperouB 1~I3 with us

Welooming any questions you may ask we remain

very truly yours

1lIIp 7 ina wordA GWKI Hi ~ -rr- ~~t1 I

11

THE ROOF CONCENTRIC VALVE

The Kemp Gray Eagle engines featured an unshyusual valve arrangement invented and patented by Robert M Roof A description and details of this valve may prove of interest This is taken from a contemshyporary article on the engine

Unlike most air-cooled motors the G ray Eagle is capable of continually running without even heating

Although the general design follows that of sucshycessful automobile motors it has several features not found on other types of aeronautical motors

The large over-head concentric valves designed and patented by R M Roof ME are somewhat simishylar to the well known air-cooled Franklin automobile engine

Much of its success is attributed to these concenshytric valves which are in size nearly as large as the bore of the motor This facilitates cooling and increases the actual horsepower 12 to 13 per cent The intake A CATALOG OF KEMP ENGINES valves are made of nickel steel with electric welded These illustrations are taken from a 1914 cata log of valve stems and the exhaust valves are made of a speshy the Kemp Machine Works A table of specifications cial cast semi-steel of the engines is included for comparison

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SPECIFICATIONS AND PRICES OF KEMP AEROPLANE MOTORS

Oil Per Gasoline Weight Rated No Of Revolutions Hour In Per Hour In Completely Net

Model HP Cylinders Bore Stroke Per Minute Pints Gallons Equipped Price

G-2 16 2 4 4 200 to 1200 15 11 64 $ 200 1-4 35 4 4Y 4 Y 150 to 1150 40 23 192 450 H-6 55 6 4 4Y 150 to 1150 50 35 272 600 J-8 80 8 4Y 4 31 200 to 1150 7 0 44 380 1250poundd~~

12

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13

AIR-COOLED VS WATER-COOLED

The Kemp Gray Eagle engine was the first of its type manufactured for aeronautical use It is intershyesting to read Kemps explanation of the reasons for his choice of cooling method in his engines The folshylowing is extracted from the 1913 Kemp catalog

Kemp Motors

COOLING

The following figures and facts are taken from actual tests and what is said about water-cooled motors is not a knock but only used as comparison between water and air-cooled motors for aeronautical purshyposes All water-cooled motors are not in the same class and neither are all air-cooled motors in the same class The new KEMP motor is in a class by itself as we are the only successful manufacturers of a vertishycal type air-cooled motor for aeronautical work in this country Now that you have read how our cylinshyders are made and machined which explains how the cooling is accomplished to the desired working temshyperature which is from 350 to 375 degrees Fahrenheit in which the pistons and rings are simply machined to allow for the expansion at this temperature inshystead of machining them for the expansion at 212 degrees for the water-cooled motors

Test with 64 gravity gasoline has shown that 350 degrees to 375 is the most efficient temperature at which to ignite the gas in the cylinder owing to the more perfect mixture of the gas and air at this temperashyture which has already expanded considerably and the combustion is much more instantaneous meanshying greater expansion and more power from a given amount of fuel

As the water-cooled motors must work below 212 degrees on account of this being the boiling point of water the intake gases are not permitted to heat to the required temperature for perfect combustion at the time of ignition

The fuel per horse power is given in the following table which it will be noticed is far below that of the water-cooled motor The fuel economy represents the efficiency of air-cooled motors which means a saving in expense for fuel and considerable saving in weight for flights of several hours duration The motors are built to give the best results working at 1100 to 1150 rpm at which speeds we recommend the motors to run and cooling at these speeds is acshycomplished even with the blast of air blowing in the

opposite direction from the motor An air-cooled motor will heat to its limit in from eight to 12 minutes of running and all doubts as to the cooling has been removed when the motors have been run several hours without stopping On one occasion one of the 1911 four cylinder motors was run at full load conshytinuously for over fou rteen hours at 1200 rpm The cooling of the 1911 motor is not to be compared with our present motors which we are cooling more sucshycessfully even with larger cylinders with higher comshypression and without the use of auxiliary ports

It has been demonstrated in many cases that the mere circulation of air around the cylinder and about the radiating fins is almost as effective in cooling as is a blast of air about each cylinder This is acshycounted for in the proper arranging and dimensionshying of the radiating fins in which the radiation is governed by the amount of heat units produced in the cylinders Therefore so long as we have a circushylation of air through the radiating fins or enough to carry away the heat units as fast as they are conducted to the surface cooling is assured to the most efficient working temperature Therefore it is just as easy to cool an air-cooled motor that is properly built on a hot day - say at 100 degrees temperature as it is the water-cooled motor In this case there would be a difshyference of 112 degrees in the working temperatures and atmospheric temperature and the radiator and water must take care of this In the air-cooled motor we have a difference between the atmospheric temshyperature and working temperature of the motor of 238 degrees to 263 degrees As the radiation is inshycreased as the temperature increases it is impossishyble to overheat ou r motors but slightly above the most efficient working temperature as long as the motor has circulation of air

The radiator to a water-cooled motor with the aid of water and circulating pump simply exposes enough surface to the air to radiate the heat units as fast as they are produced by the motor We have increased the surface of our radiating fins so as to radiate the heat units as fast as the motor produces them above a certain temperature This certain temperature is about 350 degrees the most efficient point for fuel comshybustion therefore we are eliminating from 40 to 100 pounds for our radiating system from that of watershycooled motors and the head resistance of the radishyator is entirely eliminated One square foot of head resistance alone at 50 miles per hour is equal to one horsepower Therefore figuring the saving in weight of the cooling system the reduction of head resisshytance and the saving in weight of fuel for a flight of

much duration it will be found that our motors have an advantage of about 20 per cent over water-cooled motors This has been demonstrated in many cases where water-cooled motors of reliable make have been replaced with our motors of even less power It has been demonstrated in other cases that other machines of exactly the same type and dimensions equipped with water-cooled motors of more power failed to fly as well and with the same speed There are also many other advantages of air-cooled motors The simple design makes them rigid but firm yet easy to get at to make adjustments in a very short time One mechanic alone can completely take apart one of the six cylinder motors and reassemble it in three hours The elimination of radiators pumps and connections saves trouble in setting up and in transportation not to mention the bother of leaky connections For milishytary purposes there are no radiators to be exposed and many other conveniences are to be connected with air-cooled motors not found in water-cooled motors and yet we retain the advantages and flexishybility of the water-cooled motor

We are very firm in our belief that air-cooled motors will eventually be the standard equipment for aeroshynautical purposes There are many reasons for this belief therefore we have put forth our entire efforts on the development of the air-cooled motor in which we feel that we have been amply paid already for our efforts from the work accomplished with our motors in the past We are able to build our motors heavier and stronger than water-cooled motors and still be lighter in weight They consume almost one-fifth less fuel to produce an actual horsepower while the conshystruction of the motors are more simple and easy to make adjustments and all the dangers that arise from water-cooling systems are eliminated entirely

The speed of most aeronautical motors is too exshycessive to make a long-lifed and dependable power plant It is our aim to keep the working speed of our motors under 1200 rpm at which speed the best proshypeller efficiency is also obtained more especially on the larger sizes of motors With the extra long bearshyings and the moderate speeds our motors run and develop their full power which makes them as longshylifed as the modern automobile motors

14

DAN NEUMANS SHORT-LIVED AIRLINE

by Ge ne Chase

Photos by Dan N euman

The 1931 Buhl Bull Pup winner of the Grand Chamshypion Antique award at Oshkosh 80 was not the only

Buhl aircraft owned by Captain Dani el F Neuman 1521 Berne Circle West Minneapolis Minnesota 55421

Dan is a Northwest Airlines captain and this is not the only airline he has been associated with

On June 1 1940 when Dan was a young pilot 22 years old and living in Detroit Michigan he acquired a 1929 Buhl Airsedan CA-6A powered with a Wright R-975E 330 hp engine This six place sesqui-plane NC12829 was the last aircraft built by Buhl and it was assembled from extra parts It was a rare version of th e model as it was the only one produ ced with eliptishycal wing tips

Dan started Great Lakes Airlines with thi s airplane He hired Walter Carr (deceased in 1970) as his pilot as Dan was not to receive hi s commerci al pil ot cershytifi cate until th e following year

Th e operation started on July 5 1940 carrying five paying passengers to Houghton on th e far Northwest corn er of Mi chigan s Upper Peninsula About 250 miles fro m take-off fog and low ceilings forced WaIshyter Carr to land and he put th e passengers on a bus for th e compl etion of their journey

The Buhl was ferri ed back to Detroit th e fo llowing day Thi s episod e depleted th e operat ing capital for th e fl edgling bu siness and thu s Great Lakes Airlin es became a memory Dan so ld th e Buhl to Mr Rudy Pekrul wh o began using it fo r scheduled passenger and mail servi ce between Charl evo ix and Beaver Isshyland Michigan

Dan lost track of hi s old Buhl Airsedan years ago but his photos of the plane and oth er memori es will not let him fo rget his one fli ght airline

Dan s Bu h l Airseda n approa ch es for a landing N ote th e new 7940 Mo del 70 5 Stinsons parked o n th e lin e at th e De troit City A irport

Twent y- two year old Dan N euman and his Buhl A irsedan at th e Detroit City A irport in 7940

The las t aircraft built b y th e Buhl Airshycra ft Compan ) Da n s CA-6A Airseda n N C 12829 has elliptica l upp er wingtips wh ile those on all oth er Airse(ans w ere

rish

15

WILLIAM A PATTERS

AVIATION PIONEER by Lee M Williams

EAA 109844 AIC 2840 Apt 0-1

7643 Highland Woods Ct Lorton VA 22079

Photos Courtesy of United Airlines

EDITORS NOTE Although this story about William A Pattersons contributions to aviation safety conshycerns itself mostly with the airline industry all of aviation has benefitted from his concepts The hisshytorical aspect of this article is fascinating Lee Wil shyliams is the son of Ed Williams of Mt Prospect Illi shynois who has contributed several articles previously published in The VINTAGE AIRPLANE

William A Patterson was a giant of the aviation inshydustry who has left his mark in many areas of the airshyline business but the most important of these is the area of aviation safety

Patterson who died June 13 1980 at the age of 80 was a central figure in shaping the nation s air transshyportation industry for four decades serving as presishydent of United Airlines before being elected chairman of the board in 1963 He retired in 1966 but remained active for several years as a consultant for the company

Patterson was an extremely able business man but many times busin ess matters took second place to air safety matters in his running of the airline It was his dedication to safety development that led to the formation of a di stinguished chair in transportation in his honor at Northwestern University

In 1978 Frank A Spencer a retired captain for American Airlines and an associate professor at the

William A Patterson in 1952 paying a visit to one of his favorite spots - th e flight deck of an airliner Th e plane is a Douglas DC-6

university originated the idea by donating $100 000 toward th e establi shment of the chair in Patterson s name In announcing his donation Spencer said

Although I never worked for United I - along with thousands of others in the air transport industry shyowe William A Patterson a debt of gratitude A deep debt His contributions were many

He had an overriding interest in safety and cost played no part in it

For examp le Mr Patterson vowed that pilots should have up-to-date weather report s as they flew By chance he hea rd of an inventor working on such a

project but financing was needed Though others scoffed at the idea or thought the cost was excessive Mr Patterson pu shed the project and United led the way in installing airborne radar the autopilot and instrument landing systems

Pat Patterson had an unusually deep interest in the welfare of his employees and he knew pracshytically all of th em by name

He instituted the best pay scales in the industry for flight personnel pension plans scholarshyship programs gifts for children born to employees and the United Foundation

16

He strongly supported the Transportation Center and encouraged his company to furnish executive personnel to teach various transportation courses Many Northwestern graduates have found their way into management ranks throughout the transportashytion industry

Patterson in illustrating his great concern for aviashytion safety once said The big jetliner is no better than the mind that flies it and the minds on the ground that service and guide it

Patterson had no background in aviation or transshyportation of any kind when he became an airline executive in 1927 He never was a pilot but he was a captain of industry with the airmindedness of an airshyline captain Patterson realized that to make a machine safer or to make a procedure safer it costs money Fortunately he could carry a concept beyond its initial consequence and see that the investment would be quickly returned in passenger confidence and comshyfort To Patterson safety is the forefather of public acceptance of ai r travel

Patterson had no roots in aviation He was born in Honolulu Hawaii on October 1 1899 the son of William and Mary Patterson When his father died his mother returned to the mainland and Patterson remained in Hawaii to attend a military academy At the age of 14 however he got aboard a ship and spent a miserable seasick time bound for the states Patshyterson then got a job as an office boy at the Wells Fargo Bank in San Francisco alld moved up through the ranks In 1927 as a junior officer he authorized a loan that started him on his career in aviation The loan for $5000 was made to Vernon Gorst the foundshyer of the needy fledgling Pacific Air Transport Air Transportation as an industry was a mere babe only one year old Patterson demonstrating his farsightedshyness wrote the loan to the struggling company The move was greeted by a sort of guarded confiden ce by the bank s upper management They had faith in him yet cautiqned him to watch the account closely This he did with such skill that Gorst asked Patterson to become his financial consultant

From this point on through Pattersons entire airshyline career his story is most interesting and in fact inspiring to any businessman C

Patterson became associated with Boeing Air Transshyport in 1929 when he was hired as an assistant to Phil G Johnson president of the company Again he rose through the ranks as he became general manager in 1931 then vice president of United Airlines in 1933 United at that time was the management company of the parent BAT and the former came to be organizer

as the operating company Boeing Air Transport was both an aircraft manufacturer and a transport comshypany However the Air Mail Act of 1934 declared that such an arrangement could not be allowed so BAT had to be split into separate companies As a result of that legislation Boeing Air Transport dissolved into Boeing (as the builder) and United Transport (as the transporter) Patterson was elected president of United Transport at the age of 34 and United Transshyport later became United Airlines Patterson remained President of United until he was elected chairman of the board and chief executive officer in 1963 In 1966 he retired as president and in 1969 retired as chairshyman of the board He was elected director emeritus and honorary chairman of boards of United Airlines and UAL Inc the airlines holding company in 1971 He lived in retirement at Palm Springs California and Winnetka Illinois and died in a hospital in Glenshyview Illinois

Because Patterson enjoyed a very successful busishyness life he was in a strong position from whi ch he could direct funding to safety research Had someone else been at the helm such funding might never have been approved In those early years flying itself was

considered risky if not downright dangerous To sink those funds into such a business was itself risky But as the airlines grew to public acceptance Patterson did not settle back and allow the state-of-the-art to stagnate Machines could be mad e better men could be trained better and techniques could be developed better And they were under his direction

As a manager Patterson developed what he called his Rule of Five The elements of his rule were in this priority sequence safety passenger comfort dependability honesty and sincerity It was this Rule of Five that became gospel for United employees up and down the ranks Patterson himself preached it regularly at upper-level management meetings

In a document prepared by R Dixon Speas Asshysociates Inc of New York there is a list of 97 safety-

William A Patterson shocked th e airline industry in 1936 wh en he took this Boeing 2470 out of th e money-making passenger busin ess and instead dedica ted it full-time to air sa fety resea rch

17

related items in which William Patterson participated as a key factor Thats a healthy contribution for a 27 year time span It would fill volumes to detail-middot each of these items Instead some of th e most significant ones will be listed

Patterson was instrumental in initiating stewardess service In 1930 San Francisco nurse Ellen Church led eight S ky Girls the first airline stewa rdesses Thi s was an important matter of safety si nce the new flight crew members were registered nurses Also in those days it was the co-pilot who tended to the comfort of the pasengers and with the addition of stewardshyesses the co-pilot was freed to assist the pilot in the cockpit and not otherwise be di st racted from the operations within the cockpit

Patterson had always been partial to pilots Origishynally pilot salaries were based on the nu mber of miles flown The salary benefit from flying many miles were obvious This practice put pressure on the pilots to fly in unsafe weather conditions The pilots were grumbling about this when Patterson came on the scene He sided with the pilots and he agreed that they should receive a minimum monthly salary which was set at $650 per month This new policy allowed the pilot to make his own judgement decision in electshying to fly or not fly during marginal weather condishytions - a milestone in airline safety procedures A pilot may have to earn his pay in just one flight a year Patterson had said of the new safety measure

Through the years Patterson made it a point to visit personally as many airline accident scenes as posshysible He filed the information learned and h e us ed it as needed to-bring about ways of avoiding the same accident in the future He also was a frequent cockshypit passenger giving him the obvious advantage of being familiar with cockpit procedures

In 1936 he dedicated a Boeing 247 as a flying lab Although at that time it was not considered financially sound to take an airplane out of service for the purshypose of research However the practice expanded In 1937 the two-way (ai r-to-ground) radio was d eshyveloped under the brilliant engineering direction of Thorp Hi scock Late r the probl em of radio static caus ed by snow and rain was resea rched aboard a DC-3 flying radio communications lab These studies supported strongly by Patterson led to the developshyment of trailing wire static suppressors

Also i n 1937 an employee named Ragnar Freng demonstrated a prototype instrument landing system At the time no one really bought th e idea except Patterson The Civil Aeronautics Agency and vete ran pilots had discounted th e concept Yet Patterson alshy

lowed and encouraged d eve lopm ent to continue Eventually ILS gear was installed in all of United s fleet in 1940

A DC-3 called Sir Echo also was used as a flyshying lab and it was used in 1952 to tes t airborne radar in cooperation with RCA Comparison studies w ere made of x-band and c-band radar for aerial applicashytions During World War II the military used the xshyband radar for ground mapping However c-band proshyvided for better weather mapping The latter being more d esirable for com mercial aircraft operations was ordered for United aircraft Fl eetwide installation was completed in 1957 and Patterson again had proshyvided the impetus

Aircraft maintenance specialists determined that the way to change prop pitch was to do it electrically But problems arose in the area of dependability Again with Patterson s backing a solution was sought The answer Use hydrauli cs That way more reliable purely-mechanical devices could be used

Wing deicing boots also were devised under th e engineering direction of Thorp Hiscock and the finanshycial direction of Patterson

In a more public posture Patterson was an origishynal advocate of establishing a federal agency dedishycated solely to the area of air traffic co ntrol

An accepted safety tool today is the flight recorder black boxes and agai n Patterson was instru m ental in the development of what was first called a flight analyz er which originally was intended to reco rd the level of skill of the airlines pilots In the 40s another instrument a plane location recorder was developed Later a barometric pressure gauge (i e alti meter) was added to the location recorder Thi s added altitude and weather mapping capabilities Toshygether these instruments constituted the first flight record er

Three generations of airlin e industry leaders gather to admire the coveted Wright Brothers memorial trophy presented to William A Patterson (center) director emerishytus and honorary board cha irman of United Airlines at the 29th Annua l Wright Memorial Dinner in Washington DC With Patterson are Edward E Carlson (right) chairshyman of the board of UAL In c and Richard Ferris United Airlin e President and Chief Executive Officer The dinner was sponsored by the Aero Club of Washington The trophy adminis tered by the National Aeronautic Asshysociation is awarded for significant public service of enduring va lu e to aviation in the United States

18

Earlier a terrain clearance indi cator was developed in a cooperative effort among United Bell Laborashytories and Western Electric Company This black box would provide the crew with an instantaneous and very accurate readout of the airplanes AGL (above ground level) altitude

Even up to this point we can look at a modern airshylines cockpit and see Patterson s work flight reshycorders weather radars radar altimeters two-way radios and ILS systems This instrumentation is inshyvaluable in todays commercial airline environment The lives saved and the property saved by the use of this gear is incalculable

Other Patterson safety efforts li e in the field of aeroshymedicine In 1937 he contacted Army doctor Col A D Tuttle Col Tuttle was asked to set up a medical program for pilots The goal of the program was to detect early health problems and thereby preclude the needless grounding of pilots Naturally the pilots were at first skeptical But with time they realized the benefits of the program The original clinic was so successful that more clinics were set up nationshywide And ground employees later were allowed to utilize the medical facilities Patterson saw both asshypects of aviation safety - the machines and the men

Patterson was the first one to suggest putting threeshyman crews on DC-6s The third man monitored items like fuel management engine performance and navishygation This allowed the pilots to concentrate on the immediate problems of staying on course and othershywise flying the airplane The idea faced opposition from other airlines as another crew member meant one more salary to pay How to convince opponents

Portrai ts of Av iation Ha ll of Fame m embers adorn th e (Iais w h ere an elated Willi am A Pa t Patterson (second from left) si cs after receiv ing a gold meca ll ion Shari ng th e stage are Gen Lauris Norstad (left) who enshrined Mr Patterson Mrs Pa tt erson actor Jimm y Stewart Mrs John Glenn an(1 Sen John G lenn

of the value of a third crewman Patterson took a poll of the airlin es passengers to see if they would rather have movies for their entertainment or three-man crews for their safety The latter won Subsequently the Federal Aviation Agency (Administration) decided that three-man crews would be required on jet airshycraft

Patterson and United participated in the evaluation of many other safety concepts One was the groundshycontrolled approach (GCA) system in 1946 Another was the use of high-intensity approach lights also in 1946 A third was the use of fog dispersal equipshyment This involved the dry-ice seeding of fog-bound areas around the airport The experiments were conshyducted in Oregon The results were favorable and the practice became available at other airports

Patterson was instrumental too in the use of quartershyinch-thick double pane safety glass for aircraft windshyshields This provided a safeguard against fogging and icing

A final safety item is the subject of seating arrangeshyments and capacities Patterson had resisted the move to have a Mainliner coach seating capacity of 66 He managed to get coach seating down to 44 but later raised it to 54 in the wake of competitor s protests to the CAB

Patterson realized that the more people crammed into a cabin the more difficult it is for a passenger to reach an emergency exit For Patterson making rapid cabin exiting possible was a moral obligation

One of Patterson s major efforts in air traffic safety was his pushing into the jet-age for commercial airlines In 1952 United performed Paper Jet simushylations of transcontinental jet flights The paper study

examined how jet traffic would mix with and influence other air traffic and air traffic control operations It was a lengthy and detailed study and it culminated in United being the first major U S airline to commit funds to jet aircraft Thirty DC-8s were ordered in October of 1955

Patterson always put the industry first in safety deshyvelopments and he always shared his ideas with his competitor airlines He unhesitantly gave up a market advantage for a shared safety measure He lived up his moral responsibility to save lives and sacrificed any immediate economic advantages to do it

Additionally Patterson had a very high regard for all his employees and their capabilities He regarded them as one of the companys greatest resources They all knew it and gladly performed up to his high expectations And safety was the overall winner

William Patterson had been honored many times during his career far too many times to even list here

Probably his most important award was the Wright Brothers Memorial Trophy which he received in Deshycember 1976 This is an award with International imshyplications On a domestic level Patterson is a memshyber of the Aviation Hall of Fame He was inducted in July of 1976 at Dayton Ohio

A few of Patterson s other awards for his interest in safety alone are bull Monsanto Aviation Safety Award 1966 by the Aviashy

tion Writers Association bull Aero Medical Award 1966 by the Airline Medical

Directors Association bull Flight Safety Foundation - DistingUished Service

Award by the Aviation Week and Space Techshynology Association

bull Elder Statesman of Aviation Award by the National Aeronautic Association

Despite his accomplishments and recognition Patshyterson never let success go to his head He m3de a statement at one of his awards ceremonies

The greatest danger always in receiving an honor is for one to develop in his own mind an agreement with those who might have selected him I apprecishyate your judgment but I also want to express my gratishytude for all those deficiencies I know you must have overlooked in reaching your conclusion

Airline safety has progressed to a point where toshyday it is more risky by far to travel by car or bus And much of its origins is traceable to 1927 when a small dynamo of a man saw fit to give a bank loan to a small company involved in the new business of transshyporting people by air

19

Plans for the GERE Sport Biplane EDITORS NOTE In this issue of The VINTAGE AIRshy

PLANE we present the third of a series of two part articles from the EAA reprints of the 1929 to 1933 Flyshying and Glider Manuals This article on the Gere Sport is from the 1933 Flying Manual and is reproduced preshycisely as it appeared 47 years ago including the origishynal editors note It is believed the editor of the pubshylication at that time was Weston Farmer

Gene Chase

by Douglas Rolfe

PART I George E (Bud) Gere Jr

EDITORS NOTE The Flying Manual is proud to preshysent these plans for one of the neatest light biplanes that has ever been designed Unfortunately the how-to-bui ld article could not be written by the designer George (Bud) Gere Jr While testing out an ice sled on January 18 1931 he was struck by the propeller and suffered fatal injuries At that time he had completed the ship itself and was workshying on the motor adaptation Through the efforts of his father and of aviation friends familiar with Buds plans the ship was completed and successfully tes t flown last fall Experts who have viewed it have pronounced it one of the finest lightplanes ever designed and it will iill the bill handsomely for th ose readers who have been clamorshying for a practical biplane design The original Gere ship has been acquired by th e University of Minnesota whose aeronautical engineering department is using it in its classroom as an example of fine design and painstaking craftsmanship

Late last fall shortly before the snow began to fly a trim maroon and cream biplane was wheeled out on the tarmac at Wold-Chamberland airport in Minshyneapolis and made ready for its initial flight The ship was a beautiful creation indeed eliciting words of enthusiastic praise from the air-wise onlookers formiddot tunate enough to be among those present

Elmore Wall well-known Twin Cities pilot settled himself in the cockpit gave her the gun and the Gere sport biplane took to the air with the eagerness of a bird returning to its native element

She behaved wonderfully well in the air Every asshypect of the test flight was well nigh perfect - everyshything except the absence of George (Bud) Gere Jr the young man who designed and built her

Bud could not be there Weeks before he had gone out to White Bear Lake with a party of friends to test a newly built iceboat In attempting to dislodge a frozen sled runner Bud had slipped into the arc of the propeller and his injuries had proven fatal

But the airplane which he left behind him which had been his labor of love for months was done exshycept for installation of a motor Buds father familiar with the plans and hopes of his son carried the ship through to completion with the assistance of friends who had worked with Bud during the hours when his creation was taking shape The Chevrolet motor which Bud had been converting was finished up cowlshying installed and Elmore Wall took the ship up in a test hop

Results were so satisfactory that the editors of the 1933 FLYING MANUAL take great pride in presenting the complete plans for the Gere Sport Biplane The ship as will be seen from a study of accompanying photos is reminiscent in appearance of the latest type of army pursuit plane No finer piece of craftsshymanship has ever come to my attention The job is so well built that it would be a distinct credit to both the designing and construction departments of any up-to-date airplane factory

j r

Pilot Elmore Wall leaving Wold-Chammiddot berlain airport in the Ihtle Gere Note its resemblance to the modern pursuit ship

NOW OWNED BY UNIVERSITY

Additional testimony as to the technical excellence of the plane - if any were needed beyond its pershyformance in its trial flights - is afforded by the fact that the original ship has now become the property of the University of Minnesota Prof John Akerman of the Universitys department of aeronautical engishyneering was so impressed with the Gere biplane that it now stands in his class room where groups of engishyneering students can study it Prof Akerman himself is noted as the designer of several production planes and his seal of approval is just one more bit of evishydence as to the favor with which aviation experts have accepted Buds ship

When the editors asked me to prepare a set of plans for F M readers who have been clamoring for plans of a ship as efficient as the Pietenpol Air Camper but of biplane rather than monoplane construction I was both pleased and dismayed

PLANS PRESENTED STEP BY STEP

Pleased because from what casual knowledge I had of this ship I knew it to be an unusually interesting airplane - dismayed because I realized that only the builder could do justice to the difficult matter of preshysenting a how-to-build article of his own design This being impossible I have endeavored to present

20

in the most lucid and concise manner th e step by step procedure necessa ry to reprodu ce th e Cere design The drawings and photos which accompany this arshyticle have been chosen with great care th e intention being to cover every important detail of the construcshytion in such a manner that they will be practically selfshyexplanatory To Mr Ceorge Cere Sr and others who have been of assistance to me in prepa ring this artishycle I wish to extend my thanks

Before going into the details of the design a few words are in order about the ship itself As a oneshyplace biplane of practically all-steel construction it may be put down structurally speaking as one of the finest lightplanes ever built There are many adshyvantages to the biplane type parti cularly when speakshying of lightplanes and this is especially true when the plane is to be built by an amateur

In thi s direction and others the Cere plane seems to fill the bill exactly for anyone who wants a real honest-to-goodness airplane that is not only well deshysigned but also has definite class Anyone who has had the good fortune to examine th e ship as Bud Cere himself co nceived and bu i lt it is bo und to be imshypressed with the clean lines the si mpli city and rugshygedness of construction and the great possibilities of the design It is difficult to realize that this is the work of an amateur designer and builder Every deshytail is so carefully worked out th e finish so excelshylent and the common-sense attitude of the designer so apparent in every phase of the constru ction that it would do credit to any reputabl e aircraft manufacshyturing concern

WELDING REQUIRES CARE

While the straight lines squared-off wing tips and simple landing gear make it easier to build than many lightplanes it is just as well to face facts and recogshynize that here is a plane employing welded tubing and welded fittings for every important member exshycept the wings Those who can t do a good job of welding (or who are unable to obtain the services of a competent welder) had better not monkey with this design

Another matter which might as well be taken up right now is the choice of power plant Although the ship was completed with a Chevrolet engine and the accompanying plans consequently deal with this parshyticular installation there is not the slightest doubt but that Bud Cere had it not been for his untimely death would have installed a more suitable motor While the Chevrolet motor will serve for straight hops and possibly some field flying it is emphatically not

WITH MODEL

FORD MOTOR

-shy _-

J)(JltAAAAAAAAAAAAA~~ GERE SPORT PLANE

Length over all (depending on motor used)

The simple and exceptionmiddot ally rugged construction of the Gere design permiddot mits it to be equipped with a wide variety of powmiddot er plants A Model T or Model A Ford motor will give good performance With a Szekely 40 hp rad middot ial engine complete with drag ring the Gere bears a striking resemblance to the very latest umy purmiddot suit planes

SPECIFICATIONS

Approx 16 ft

c ~ - -v

recommended to those who see in this design an answer to their prayer for a speedy sturdy little sport job The motor in question is altogether too heavy and th e power output too low

We recommend for practical use either the Model T or Model A Ford engine These two motors have proved satisfactory under strenuous flying conshyditions and are furthermore easily adapted to the original Cere design To supplement this recommenshydation a suggested Ford motor is incorporated in the accompanying plans

For those who can afford it the Szekely 40 hp radial (three-cylinder air-cooled) is about the best bet With this engine complete with drag ring the Cere plane will make one of the snappiest little sporting jobs ever turned out - the sort of ship you could take to the National Air Races and feel warm all over because you happened to be the ownerbuilder

Another motor well worth considering especia ll y for those who would like to build their own power plant too is the Packmag Twin It has ample power same as th e Szekely and has such low frontal area

Span upper wing 19 ft Span lower wing 18 ft Chord upper and lower wing 36 in Stagger 17 in Angle of incidence upper o deg Angle omiddotf incidence lower 112 deg Dihedral upper odeg Dihedral lower 2 deg Maximum speed with Ford A motor 80 mph Maximum speed with Ford T motor 75 mph Maximum speed with Szekely 40 95-110 mph

that it makes an ideal motor for this plane Complete plans for the Pack mag Twin are available from MODERN MECHANIX AND INVENTIONS blueprint deshypartment for $500 Castings are also available Ask for prices

Now in spite of our recommendation that the Chevshyrolet motor should not be employed it is only fair to point out that the ship was actually tes t-flown with one of these engines and did in fact behave surprisshyingly well Pilot Elmore Wall who conducted the test has nothing but praise for the flying qualities of the ship and waxes enth usiastic about the behavior of the contro ls

21

f) f)

2deg DIHEDRAL ON

DETAIL V IEW OF CHEVROLET MOTOR MOUNT NOTE

iWO DEGREES DIHEDRAL ON LOWER WING MADE UP Of fX 16 GA iUBES GNE AND ONE HALF DpoundGREES Of INCIPENCE MOTOR BEARERS ARE fX 16 GA SQ TUBES ON LOWER WING ONLY

AILERON

Simpl icity of the Gere deshysign is well shown in this drawing The lower wing has a dihedral of 2112 deg and is stagg red 1714 in behind top wing

Both Chevrolet and Ford motor mounts are given in this drawing The Chevrolet motor is suitable for short hops and field flying but it is not recommended to those who want to get full efficiency from the clean lines cf the plane A Model A Ford motor is recommendmiddot ed as being probably the most sat middot isfactory compromise be tw e e n price and power

Completed fuselage structure with cockpit fairing and turshytle deck in place but without side fairing Check with dishymensioned drawing on opposite page

THE CoMPLETE HOOKUP AND CON STRUCTION OF THE FIREWALL

Photo at left shows closeup of landing gear lug and other important members Drawing above explains construction of these parts and shows a simple treatment of the fire wall

This latter fact is something worth mulling over as the most persistent criticism of the lightplane as a class hinges almost entirely upon its reaction to the controls As Elmore points out the very fact that the ship flew so well with a motor weighing 300 Ibs (the total weight of the ship less motor is only 305 Ibs) and developing a doubtful 19 hp is in itself a striking tribute to the soundness of the Gere design

So when you build your Gere plane plan on using eith er a T or an A Ford engi ne or if you want a young pursuit job try and lay your hands on a Szekely 40 radial Best of all build a Packmag Twin and step out with the best of em Complete convershysion plans for the Model A Ford are published in the 1932 FLYING MANUAL

You will observe that the subject of converting motorcycle engines has been studiously avoided They are absolutely unsuited to the Gere design and should be avoided as the plague Now to take up the actual constru ction

THE FUSELAGE

Building a steel fuselage is a precision job Furthershymore the welding must be done by someone thorshyoughly versed in the noble art Slipshod methods never to be condoned but which occasionally pass muster in minor details are absolutely out when it comes to the fuselage or indeed any of the welded fittings

Study the plans for the fuselage carefully All sizes and measurements are given in the drawings and it would be a useless waste of space to repeat them here It is also of little value to give literal instrucshytions on the actual steps necessary to build the fuseshylage as this information is available in the graphic form in the 1932 FLYING MANUAL On page 11 in this publication Mr Pietenpol covers the subject in the clearest possible manner With the exception of the dimensions which naturally follow the Gere plans the procedure is identical to that described so thorshyoughly by Mr Pietenpol in the article referred to He also takes up the matter of the longeron splice which occurs in the Gere fuselage

THE MOTOR MOUNT LUGS

When the fuselage structure is complete the next step is to make the motor mount lugs These as can be seen by referring to the plans (see also photos and diagrams on accompanying pages) are made of cold rolled steel (CRS) and are inserted and welded into slots cut into the slightly projecting longerons immediately forward of Station No1 I n no part of the fuselage is more care essential than at this point Remember the entire motor installation depends upon these four lugs and their perfect security

MISCELLANEOUS FUSELAGE FITTINGS

Now we can tu rn to the lugs for the landi ng gear center section struts flying wires lower wing fitshytings and the tail group All these are made from 18 in CRS They are put in their respective places and welded on In the original design the center section struts are welded directly to the upper longerons at stations No 1 and No2 This may be done but our advice is to make moving joints of these points of attachment in which case four more fittings should be made exactly like the front landing gear fitting and welded into place on the upper longerons at stations 1 and 2

Details of the landing gear struts by the way are clearly shown both in photographs and detailed drawshyings illustrating this article Two front wing fittings and two rear ones are needed They are all made from 1 in by 18 in CRs and shaped as shown in the deshytail drawing As the front spar is 3-1316 in deep and the rear spar exactly 3 in deep the fitt ings should be shaped to accommodate these sizes Both front and rear fittings are extended and bent as the sketch shows to form lugs for attaching the wing bracing When all the fuselage fittings are welded in place the entire fuselage should be thoroughly coated with a good dose of linoil

THE LANDING GEAR

The landing gear is our next point of interest This is shown in such extreme detail that additional comshyment is superfluous The tail skid a painfully simple member in the Gere design is also taken care of on this page of detail and should be made and fitted at this time

THE MOTOR MOUNT

This is an open question As this ship is adapted to practically any type of motor not exceeding 60 hp the details of the motor mount will depend almost enshytirely upon the builders choice of a power plant A mount suitable for a Ford AU installation has been suggested Complete details of this type of mount can easily be obtained from the 1932 FLYING MANUAL where it is described in connection with the plans for the Pietenpol Air Camper Similar data can be obtained on the Ford 1 mount by referring to page 36

Although the Chevrolet engine is not recommended we feel that there will be a number of builders who may wish to install this engine temporarily The plans

23

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ARE x 18 GA

WELD TO FUSELAGE SEE PLANS

Complete lines of fuselage layout and miscellaneous fuselage fittings are given on this page Welded tubing is used since the design is in strict conformity with the latest approved practtces in plane construction Weldin must be carefully done Follow the plans closely and do not depart from them in any respect You might improve the design-and you might not

for this mount are consequently given in some detail cowling until the very last as the only practical way One more word on the subject of Ford conversion to establish a perfect balance is by moving the motor motor mounts - and Chevrolets If either of these an inch or so forward or backward until the proper motors is used it should be set back a full 4 in more position is found and checked than the plans show This change is the result of test flights made since the plans were drawn In any case the best bet is to leave the motor mounting and

24

FAIRING AND COCKPIT DETAILS

With the fuselage now completed in skeleton form landing gear in p lace and all fuselage fittings securely we ld ed in posi tion the next logical step is to conshystruct the turtle deck attach th e side fairing and inshystall the seat All these operations are described in minute detail in these drawings The instrument board may also be cut to shape and fitted in place The cowlshying forward of the pilots cockpit can be forgotten for the time being as there sti ll remains a good deal to be done inside the fuselage itself Some of these the contro l system the gas tanks etc and also the wings and the tail surfaces will be the subject of th e second and concl uding chapter dealing with the Cere plane

ARE OF SPRUCE

F AIRING

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ALL B ULKH EADS

Details necessary to complete the turtle deck

Frontal view shows clearly the extreme simplicity of the rugged landing gear and gives a s ood idea of its business middotlike appearance

Closeup of vertical landing or shock strut and upper motor mount lug Welded center section strut as completed on oriqinal ship is shown here It is suggested in this article that this connection be changed to a moving strut end

NOTE

The seco nd and concl uding part of the Cere Sport Biplane article w ill appear in the December 1980 issu e of The VINTAGE A IRPLANE

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION (Rhd by 19 USC JUJJ

The VINTAGE AIRPLllNE o I0 I9 I1 I6 I9T4r3r~~Cl1980F N~tLmiddotqmiddot JIIIINIDj a ~~~ ~~IITION

Monthl OCAYIO 0 HO w O CI 0 ICATIO 11_cu- Co_ __ ~ (lot _J

11311 West Forest Home Avenue Franklin Milwaukee WI 53132 IoGe ATIO 0 TN OO T O il GN 1 1 OCbullbull Oil TIIII ISMIUti (Hor

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1 O W rlf o_fii by roTpOofl k f bulld~fa t H tltfd Jtd dlo flrtMtdJIttfy rllrrcwlflin 1M uttdlddan ofllod IIoIdtJo flI oltoIJiflllHfrOl~of oul_lIolmxlrlllfOto-dcorpordoIr tIM bullbull1fdITfIHloltloflttdtdw _rr be WII JI UWfltd by ltfrMlpor II ~ponllaquolfntlI NJfU II wtfIa tlMr 010 1141- IfUUtIi II tlot bUcifiOlt j publiJJIfd by flOJllolr oruuno 11 _ Md edtbnI lUt IN IUtfd

fAA Antique Classic DivinoR - Inc WeatFOresf -Home-Avenue -Franklin WI (Mailinq Address P O Box 229 Hales Corners WI 53130

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1$11 3526 (ragt I )UI_ 19711the streamlined head rest and the side fair middot (See inluuccions on revene)

ing are shown on this plate Note the dop ed cord method of attachinq the s ide fairing

25

LETTERS Dear Gene

On the rear cover of the August 1980 issue of Th e VINTAGE AIRPLANE the Travel Air pictured is powshyered by a 110 hp Warner Scarab Also the lady picshytured is (I believe) Marvel Crosson She participated in the 1929 National Womens Air Derby and was unshyfortunately killed during the race in a J67 Travel Air See Aviation Quarterly Vol 1 No3

Sincerely Kent McMakin 622 Salem Street Apt 1 Rockton I L 61072

Dear Editor

In answer to the quiz about the engine in the Travel Air on the back cover of the August 1980 isshysue of Th e VINTAG E AIRPLANE it is a Warner and the plane is a model W-4000

I own a Wright powered Travel Air 4000 If anyone is building up a W-4000 I have an engine mount some cowlings and the oil tank which are for sale or trade

Ill send a picture in the future of my Rearwin Cloudster Model 8135 which has been flying about three years since restoration

John Talmage 36 Sound Avenue Riverhead NY 11901

QUIZ TIME by Gene Chase

Freddie Quinn 649 Folsom Street South St Petersshyburg FL 33707 submitted this uncaptioned photo How many of you readers can identify the plane and its purpose

We received many cards and letters from readers concerning the identity of the engine in the Travel Air shown on the back cover of the August 1980 isshysue of The VINTA G E A IRPLAN E Most identified the engine correctly as a Warner but some missed the model andor horsepower rating

The first two responses were from Gar Williams Naperville Illinoi s and Herb Harkcom Inola Oklashyhoma both of whom correctly identified the engine as the 110 hp Warner Scarab Herb w rote The ship is a Travel Air W4000 (ATe 112) and the engine is a 110 hp Warner which is the only engine the W4000 ever had The higher hp Warners were not manufacshytured in 1928 amp 1929 when this ship was built

26

CALENDAR OF EVENTS NOVEMBER 8 - LANTANA FLORIDA - 2nd Annual Dixie Fly-In inshy

cl uding a bar-b-q and many exciting events Fo r furth er informashy AVAILABLE BACK ISSUES tion please contact Sam M cKeever Chairman 16 Canton Road Lake Wo rth FL 33463 Telephone 305965-4575 The VINTAGE AIRPLANE

NOVEMBER 22-23 - M IAM I FLORIDA - Antiqu e Classic and Cusshytom Built Exhibit and Fly- In at th e Fifth Annual Harvest at th e Dad e 1973 - March through D ecember County Youth Fairg round s Fo r furth er info rmation pl ease conshy 1974 - All Are Ava il ab le tact Elizabe th Booko ut 305823- 1837 o r Lucie Cogsw ell at th e 1975 - All Are Avai lab le H is to ri ca l Associa ti on ~f Sou thern Fl o ri da 854-3289

1976 - January through May August through DecemshyMARCH 15-22 - LAKELAND FLORIDA - Sun N Fun 1981 Fly-In

be r Foru ms Wo rkshops Air Shows Co mmercial Displays Campi ng Social Activiti es Contact Betty Jones 41 95 Fo rrest Dr M ulberry 1977 - A ll A re Avai lab le FL 33860 1978 - January through March May Jun e August

Octobe r November December 1979 - A ll A re Avai labl e CLASSIFIED ADS 1980 - January through October

For Sale ACRO II PLANS Th e above mentioned back issues are avail able from

The n ew 2-p lace aerobatic t rainer and sport bi shy Headqu arters for $125 each postpaid p lane_ 20 pages of easy to fo llow deta i led pla ns Co mshyp lete with isometr ic d rawi ngs p hotos exploded views Pla ns - $85 00 _ Info pack - $400 _ Send check o r money o rd er to ACRO SPORT INC Box 462 Hales Corn ers W I 53130 414425-4860

MEMBERSHIP INFORMATION bull M embership in the Experimental Alfcraf t AssoCia tion Inc IS $2500 for on e yea r $4800 for 2 years EAA and $6900 for 3 years All inclu de 12 issues of Sport Aviation per year Junior Membersh ip (under 19

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bull EAA Member - $ 1400 Includes one year membersh ip In EAA Antique-ClaSS IC DIVISion 12 montillyANTIQUEmiddot Issues of The Vintage Airplane arId memoershlp card (Applicant must be a current EAA member and must give f AA membership number)

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Allow 4-6 Weeks For Del ivery Wisconsin Residents In clud e 4 Sales Tax

Classic owners 3J(Uft dJu

DOG DRESS IT UP

WITH A NEW

II~ INTERIOR All Items READY-MADE for Ea~y

DO-ITmiddot YOURSELF INSTALLATION

Seat Upholstery - Wall Panels Headl iners - Carpets - etc

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bullbull bull - -1Falilington Po 19054 _iI VISA Itmiddot (215) 295-4115 i ~ri~_ft~ ft_ftftftftftbullbullbull___ ftftftftftbullbull

27

(Photo by Gene Chase)

Bill Turner with microphone answers questions concernshying his Gee Bee Model Z replica at Oshkosh 80 Paul Stephenson is the interviewer at th e AntiqueClassic Inshyterview Circle

Editorial Staff

Publisher Paul H Poberezny

Editor Gene R Chase

Associate Editors H Glenn Buffington Edward D Williams Byron (Fred) Fredericksen Lionel Salisbury Readers are encouraged to submit stories and photographs Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRmiddot PLANE during the current year Associates receive a bound volume of THE VINTAGE AIRmiddot PLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Diredors

Claude l Gray Ir Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd PRESIDENT

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THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by fAA AntiqueClassic Division Inc and is publ ished monthly at Hales Corners Wisconsin 53t30 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and addilional mailing off ices Membership rales for EAA AntiqueClassic Division Inc are $1400 per 12 month period of which $1000 is for the publication of THE VINTAGE AIRPLANE Membersh ip is open to all who are interested in aviation

Ttit= VI~TAR AII2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION PO Box 229 Hales Corners WJ 53130

CopyrighfC 1980 EM AntiqueClassic Division Inc All Rights Reserved

NOVEMBER 1980 VOLUME 8 NUMBER 11 (On The Cover 1931 Curtiss Wrigh t CW-l Junior pride and joy of Barbara Kitchens Milner Georgia Barbara husband Bob and kids live in a beautiful country home complete with their own airstrip (backshyground) Photo by Gene Chase)

(On The Ba ck Cover The top of Charles Lindbergh s head can be seen in the rear cockpit of this unusual American Eagle Model 101 ts one of the few manufactured with balanced ai lerons Picture filken during Lindberghs visit to Kansas City August 17-18 1927 on his tour of the US Photo Courtesy of Claude Gray)

TABLE OF CONTENTS Straight and Level by Brad Thomas 2 AC News by Gene Chase 4 Air Racing by Joe Baechle 5 Kelchs 1980 Turkey Day Fly-In by Gene Chase 6 More on the Kemp Gray Eagle Engines by l W Davis 8 Dan Neuman s Short-Lived Airline by Gene Chase 15 William A Patterson Aviation Pion eer by Lee M Williams 16 Plans for the Gere Sport Biplane by Dou glas Rolfe 20 Letters To The Editor 26

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2200 Includes one year membership in the EAA Antique

Classic Division 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in the Experimental Aircraft Association and separate membership cards SPORT AVIATION magazine not included

o EAA MEMBER - $1400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Applicant must be current EM member and must give EAA membership number)

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A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27




















1M

4









shy














6




~

~~~~~


7

~_____________ 4IIt











8














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27









shy














6




~

~~~~~


7

~_____________ 4IIt











8














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27








6




~

~~~~~


7

~_____________ 4IIt











8














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27




~

~~~~~


7

~_____________ 4IIt











8














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

~_____________ 4IIt











8














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27














9

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

252


JU li( f 19U

AERO






N 4th St LOUISVILLE

GRAY EAGLE MOTOR


Fully Guaranteed

CO

KY















10



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27



30-40 Horse-PoVer

---FOR--shy

$48500














L ~ Ball







very truly yours


11












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27












FfyI r-amp 2

70 i-tIl ~ ill bull





12

Ifl~

RONftT 11 ROOF

~A1TOItNr~


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27


MODEL F-6


t~ - -~ ~---~~

~ ~ ~~


lt0 laquolIn ~I ~~ ~ ~ ~ gt~1~~)~ )


- I J gt- ~ - l

~ -~cd~~

I

~ -Jii ~

I 1~

r

Model J-8 Hear View

13



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27



Kemp Motors

COOLING











14


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27


by Ge ne Chase













rish

15

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

WILLIAM A PATTERS


EAA 109844 AIC 2840 Apt 0-1
















16













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27













17














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27














18

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

























19



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27



Gene Chase

by Douglas Rolfe









j r







20







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27







WITH MODEL

FORD MOTOR

-shy _-




SPECIFICATIONS

Approx 16 ft

c ~ - -v








21

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

f) f)

2deg DIHEDRAL ON



AILERON









THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27






THE FUSELAGE








THE LANDING GEAR


THE MOTOR MOUNT



23

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

1-0--shy----------shy--shy 14 4


4 I

8 2 STA-7 STA-6




ltJ

e

I bull 90 t- i bull

WELD TO FUSELAGE

BOTTOM TRUSS


LANDING GEAR


ARE x 18 GA




24



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27



ARE OF SPRUCE

F AIRING

~I ~

AT STATION - 4

ALL B ULKH EADS




NOTE







11 101 111__ Ad






Nonbull



12 MO NT NO DI

A TOTA L 0 con ~NTrO (- ) 3 44 53 461


3 011





I ~~~c ~-T~~~T 0 UCCOUHUO _ 0 2






=7 ~~-~ s ~~2~~ I _w_-- _1___ _ I 1 -~




25

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

LETTERS Dear Gene



Dear Editor









26



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27



















1929 1930 1931 1932 1933





DOG DRESS IT UP

WITH A NEW








27

Date post:	20-Jul-2016
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Vintage Airplane - Nov 1980

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